Reinforced end structure for railway-cars



V` E. SISSUN.

REINFORCED END STRUCTURE FOR RAILWAY CARS.

APPLICATION FILED SEIN-.29, 1917. 1,337,281 Patented Apr. 20, 1920.

2` SHEETS-SHEET 1.

V. E. SISSON.

REINFORCED END STRUCTURE FOR RAILWAY CARS.

APPLICATION IFILED SEPT. 29, 1917.

1,337,281 Patented Apr. 20, 1920.

2 SHEETS-SHEET 2.

UNITED sT ATEs PATENT oEEIoE.

YINTON E. SISSON, 0F CHICAGO, ILLINOIS, ASSIG-NOR T0 WALTER P. MURPHY, 0F

CHICAGO, ILLINOIS.

REINFORCED END STRUCTURE FOR RAILWAY-CARS.

j Specification of Letters Patent.

Patented Apr. 2o, 1920.

Application led September 29, 1917. Serial No. 194,018.

To all lwhom 'it may concern:

Be it known that I, VINTON E. SrssoN, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Reinforced End Structures for Railway-Cars, of which the rilicing the necessary strength and rigidity` re uired to resist the weaving strains and suc other stresses incident to the-bumping together or sudden 'starting or stopping of the cars. In certain'car constructions, the desired strength and rigidity is secured by providing the car with end sills made entirely of steel casting. vThese structures, however, are undesirable for the reason that 'thesteel` castings addfunnecessary weight to thecar and are also expensive to manufacture. lIn order to overcome these undesirable features, it has been proposed 'to employ commercial forms 0f steel beams', such, for example, as steel channels, in the construction of the end sills. When using a channel end sill, for example, having the necessary height and thickness to' give the required strength, it is often necessary to cut away the channel adjacent the coupler so that the coupler `may be supported the required distance from the rail and also provide the necessary clearance to permit the vertical movement of the coupler. The cutting away of the end sill in this manner `necessarily weakens the same to the extent of making it desirable to reinforce it at this point. My invention, therefore, contemplates the provision of suitable reinforcements to meet this particular requirement. It ia` `particularly desirable to provide a rigidifying structure for cars of the type used for transporting automobiles orother bulky freight, inasmuch as these cars are provided with end doors and consequently4 do not have the 'usual cross-braces or reinforcements that materially assist in resisting the weaving strains in the ordinary box cars. Moreover, it is usual in these cars to d raft rigging as stated above. My inventlon, which provides a reinforcement for the center portion 0f the sill, is, therefore, particularly applicable to this type of car.

The invention consists in the novel arrangements, constructions and combination of -parts to be hereinafter described and clalmed for carrying out the above stated objects and such incidental objects as will appear fromthe following description.

The preferred embodiment of my invention is illustrated in the accompanying drawings, in which like characters of reference designate like parts and in which- Figure 1 is an end view in elevation of a railway car illustrating the preferred form of my invention;

Fig. 2 is a sectional plan taken on line 2--2 of Fig. 1;

Fig. 3 is a fragmentary plan view in elevation of the striking casting and certain other associated elements employed in my preferred construction;

Fig. 4 is a vertical section taken on line 4 4 of Fig. 3;

Fig. 5 is'a view in perspective of one of the gussets for attaching the striking casting to the end sill; and

Fig. 6 is a fragmentary sectional view taken on line 6-6 of Fig. l.

In the drawings the invention is illustrated in connection with the type of car suitable for transporting automobiles. In this type of car the ends are closed with doors 10, .11 hinged to the corner posts 12, 12 so as to swing outwardly to give access to the interior of the car. These doors are preferably made of sheet metal and may be formed with Vertical corugations 13 which extend from the lower edge of the door adjacent the end sill to a point near-the roof ofthe car. The doors may be provided with any suitable form of locking device to lock the same in closed position. In the drawings I have shown my preferred form of locking means which consists of bolt members 14, 14 for the upper, edges of the doors and similar bolt members 15, 15 for the lower edges of the doors. The bolts 14 and 15 slide in guide 16 and extend, in locking position, into apertures in the roof structure and end sill respectively. The bolts are preferably moved into and out of lock- Vcut away the end sill to make place for the ing engagement simultaneously by means of connecting links 17,- 18 connected to the operating'handle 19.

The end sill of the car consists of a metal channel 20 having a wooden filler 21 to which the flooring 22 and wooden center sills 23 may be secured. The channel 2O and its wooden filler 2l are cut away, as indicated at 24, to permit the coupler 25 to be supported the required distance from the top of the rail and also provide the necessary clearance for the vertical movement of the coupler when the same is in operative engagement with another coupler.

The cutting away of the end sill in this manner necessarily weakens the same at the point where strength is most needed to withstand the various strains and severe shocks 4to which the end sills of railway cars are subjected. For the purpose of properly reinforcing the end sill adjacent the portion weakened in this manner, I extend the metal channel draft sills 26 under the lower flange 27 of the end channel at opposite sides of the cutaway part of the flange, and secure these members to said flange by means of rivets 28. In certain underframe constructions it may be found desirable to omit the wooden center sills 23 and in such case it will be obvious that the draft sills 26 may be made wide enough to extend up to the flooring 22 in a manner to support the same. I also provide a striking casting 29 to support the coupler which is attached to the end sill and to the draft sills of the car in such manner as to further reinforce and rigidify said end sill. The casting consists of an integral four-sided structure having an opening 30 through which the shank 25 of the coupler extends when the coupler is applied to the car. The top flange 32 of the casting is secured to the channel 20 by any suitable means such, for example, as rivets 33. The casting is further secured to the end channel by means of gussets 34, 35 which are riveted to the vertical web of channel 20 and to flanges 36, 36 formed on each side of the striking casting. By reason of the integral construction of the casting 29, the stresses on `the ends of the sill 20 aretransmitted from one side to the other of the cut-out portion 24, through ussets 34, 35 and the integral bottom wal 37 of the casting. By -this means the end sill is reinforced at the middle of the car in a manner to provide a stronv resistance for the weaving stresses caused y the tendency of one side of the carto move ahead of the other. 38, 38 designate bracketswhich ase preferably formed integral with the'bottom wall 37 of the casting 29. These brackets extend under the lower webs 39 of the draft sills and are secured thereto in a manner to transmit any thrusts due to the bumping together of thecars directly to the draft sills.

Leer/,asi

The attachment of the striking casting to the draft sills is mademore secure by means of angular attaching members 40, 40 which are secured to the vertical webs of the dr t sills by means of rivets 41 and to the re r surface of the gussets 34, 35 and casting d9 by means of rivets 42. The outer face of the striking casting is formed with vertical webs 43 which provide a suitable pocket in which the coupler carrier iron 44 may be inserted from the rear of the casting after the coupler has -been applied. The carrier iron v 44 is preferably of an inverted U-shape in cross-section and is held in place by means of the bolt 45.

4I claim:

l. In an end structure for railway cars, the combination with anend sill, of draft sills extending under said end sill and secured thereto, an integral four-sided striking casting secured to said end sill and to said draft sills, and gusset members secured to the said casting and end sill adapted to transmit a portion of the strains, due to side thrusts of the coupler, to the end sill at points intermediate the center and side sills of the car.

2. In an end structure for railway cars, the combination w'ith an end sill cut away in (part at the center, of draft sills extending un er the lower edgeof said end sill and secured thereto, at opposite sides of said cutaway portion and a combined vframe rigidifying and striking casting secured to said end s1ll and to said draft sills.

3. In an end structure for railway cars, the combination with an end sill cut away in part at the center, of draft sills extending under said end sill and secured thereto, at opposite sides of said cutaway portion, and an integral four-sided striking casting secured to said end sill and to said draft sills so as to reinforce said end sill.

4. In an end structure for railway cars, the combination with an end sill cut away in part at the center, of draft sills secured to said end sills at opposite sides of said cutaway portion, a striking casting provided los with integral brackets adapted to be secured to said draft sills to rigidify the connection between s`a1d end and draft sills, and gusset members secured to said end sill and to .said striking casting-adapted to reinforce 6. In an end structure forffrailwa cars, the combination with an end sill, o draft sills, a striking casting provided with brackets adapted to extend under said draft sills and be secured thereto, so as to provide a rigid connection between said end and draft sills, and gusset members secured to the said end sill and to the vertical edges of said casting. Y

7 In iin end structure for'railway cars, the comls'giation with an end sill cut away in part affthe center, of draft sills secured to the end sill at opposite sides of said cut away portion, a strlking casting provided with brackets adapted to extendunder said draft sills and be secured thereto, so-as to provide a rigid connection betweenl said end and draft sills, and gusset members secured to the said end sill, draft sills and to the vertical edges of said casting.

8. In an end structure for railway cars, the combination with an end sill out away in part at the center, of metal draft sills extending under said end sill and secured thereto at opposite sides of said cutaway portion, a combined striking and coupler supporting casting provided with brackets extending under the lower edge of said draft sills and secured thereto, so as to provide a rigid connection between said end and draft sills, and stiffening members secured to the said end sill, draft sills and to the vertical edges of said striking casting.

9. in an end structure for railway cars, the combination with an end sill, channelshaped in cross-section and cut away in part at the center, of metal draft sills extending under said end sill and secured to the lower iange thereof at opposite sides of said cutaway portion, a coupler supporting and striking casting, the bottom member of which is formed integral with the sides thereof and provided with supporting and rigidifying brackets extending under the lower edge of said draft sills and secured thereto, and angular stiening members secured to the said end sill, draft sills and to the vertical edges of said .supporting and striking casting.

10. ln an end structure for railway cars, the combination with an end sill, channelshaped in cross-section and cut away in part at the center, of metal draft sills angular in cross-section extending under said end sili and secured to the lower flange thereof at opposite sides of said cut away portion, a four-sided integrally formed coupler sup porting and striking casting provided with -members extending underneath the lower edge of said draft sills and secured to the lower flange thereof, so as to rigidify the connection between the end and draft sills and angular stifening members secured to the end sill, draft sills and to the vertical edges of said casting member and adapted to transmit stresses to the opposite sides of said cut-away portion of the said end sill through the lower portion of said casting.

11. In an end structure for railway cars, the combination with an end sill cut away in part, of metal draft sills secured to said end sill at opposite sides of said cut-away portion, a coupler supporting and striking casting the bottom member of which is formed integral with lthel sides thereof, and reinforcing members secured to said end sill, draft sills and supporting and striking cast- 1n lf2. The. combination with a railway car and coupler, of an integral four-sided coupler supporting and striking casting having an opening through which the coupler extends, and. provided with reinforcing anges surrounding said opening, and a readily removable carry iron on which the coupler bears arranged in the opening and adapted to reinforce said casting.

13. The combination with a. railway car and coupler, of a cbupler supporting and striking casting having a bottom member and side members integral with said bottom member between which the coupler extends, a carry iron readily removable to permit the coupler to be applied, and means for holding said carry iron in place in said supporting and strikin casting.

14. The combination with a railway car and coupler, of a coupler supporting and striking casting having a bottom member and side members integral with the bottom member between which the coupler extends, a carry iron which iits between said side members resting on said bottom member, and a bolt which extends through the carry iron and side members for securing said carry iron to the casting.

l5. The combination with a railway car and coupler, of a coupler supporting and striking casting having a bottom member and side members integral with the bottom member which the coupler extends. a carry. iron which fits between said side members resting on said bottom member, and a bolt which extends through the carry iron and side members f or securing said carry iron 'to the casting, the side members being formed with flanges which overlap said carry iron.

VINTON E. SlSSN.

Correct 'Iltis hereby certiad `lahaie in Pater-1r, No.. 1,337281;l`, granted yApril 20, l 1920,'141pon .fhe application of lVinton E. Ssson, ofChicpgolIllril-lois, forl'nimf provement'in .Reinfpced'End Stlruptures for RailwayLOaifs, `enr-1.715Malppams*in the printed spe-cicatonrelquiring corprecrrior'l as {o llows: Page `3. ,71i`1 1e11 1,-Claivm after the word member insert..- the word berweezm' 'dltliav'tf-he sgid to the `record of thp case in the Pal-tent Ocra.

Signed and seald -thi v275th day of, MayrA. D., 1926.v l p l I l l M. H. COULSTON; 

